Rotary motor



(NO Model.)

4 Sheets-Sheet 1.

F. D. MOORE 8v H. L. WOODLE.`

ROTARY MOTOR.

NO. 600,677. Patented Mar. 15.1898.

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Si NNW L ZHilHlIlllllllllllllllllllllm (No Model.) 4 Sheets-Sheet 2.

F. D. MOORE 8v H. L. WOODLE'. ROTARY MOTOR.

No. 600,677., lamented Mar. A15, 1898.

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( No Model.) 4 Sheets-Sheet 3.

P. D. MOURB E H. L. WOODLE. ROTARY MOTOR.

N0. 600,677. v Patented Mar. 15,1898.

(No Model.) 4 Sheets-.Sheet 4..

F. D. MOORE 8v H. L. WOO'DLE.

ROTARY MOTOR'.

No. 600,677. Patented Mar. 15, `1898.

lINTTnn STATES PATENT rrrcn.

FRANKLIN D. MOORE AND HARVEY L. WOODLE, OF FORT SCOTT, KANSAS.

ROTARY MOTOR.

SPECIFICATION forming part 0f Letters Patent No. 600,677, dated March 15, 1898.

Application lecl September 28,1896. Serial No. 607,225. (No model.)

To @ZZ wiz/0m it may concern:

Be it known that we, FRANKLIN D. MOORE and HARVEY L. WOODLE, citizens of the United States, residing at Fort Scott, in the county of Bourbon and State of Kansas, have invented certain new and useful Improvements in Rotary Motors; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention has reference to a novel construction in a motor designed especially for use with compressed air as the propellin g medium, although it will be understood that other propelling mediums can be employed.

The invention consists in the features of construction hereinafter described and claimed.

In the accompanying drawings, illustrating this invention, Figure 1 is a central vertical section. Fig. 2 is a vertical section on the line 2 2 of Fig. 1. Fig. 3 is a side elevation of the motor with one of the side plates removed. Fig. 4 is a side elevation of the motor, taken from the opposite side. Fig. 5 is an inner face View of one of the side plates. Fig. 6 is a fragmentary detail View of the governor and mechanism for controlling the inlet-valve, and Fig. 7 is a vertical section on the line '7 7 of Fig. 4. Figs. 8 and 9 are detail views of the abutments.

Referring now to said drawings, l and 2 indicate the upright side plates of the motor, provided at their lower ends with suitable feet or supports, by means of which the motor can be rigidly secured, and which plates also form in connection with the central blocks 3 and 4 the frame of the motor. The said motor is provided with an upper or secondary cylinder 5 and a lower or primary cylinder 6, which consist of rings whose side edges lie iiat against the inner faces of the plates and are secured thereto in any approved manner. The side plates 1 and 2 are provided eccentrically to said cylinders with bearings 7 which extend some distance on the outside of the plates and through which the shafts S and 9 pass.

Within the cylinders and in the inner faces of the plates 1 and 2 and concentric with the shafts 8 and 9 are the annular recesses 10 to receive the bosses 11fon the ends of the pistons 12. These pistons 12 are mounted upon the shafts 8 and 9 within the cylinder and are so arranged that in connection with the cylinders they form crescent-shaped eXpansion-chambers 13, the point of contact between the piston of the upper cylinder 5 and its piston being at the bottom of the cylinder, while the point of contact between the cylinder 6 and its piston is at the top of the cylinder, as clearly shown in Fig. 2.

The blocks 3 and 4 are fastened between the side plates and between the cylinders and at their inner ends leave a small space which is extended into the adjacent faces of the cylinders to provide a lubricant-chamber 14, which is preferably made of sheet metal inserted within these openings in the cylinder and between the blocks and side plates, while from the upper and lower ends of this lubricant-chamber tapering passages 15 are made through the innenface of the cylinders and enter the cylinders opposite the point of contact with the pistons therein. This lubricant-chamber is intended to be filled with waste and is to receive its supply of oil from the reservoir 16 at the top of the motor,which connects with said lubricant chamber by means of a passage `17, which can consist of a suitable pipe, or, as shown in the drawings, Fig. 3, may be a channel cast in the side of the upper cylinder, extending around the same and into the opening in said cylinder, receiving the' upper end of the lubricantchamber.

Pistons 12 are provided with radial slots 18, in which are situated the abutments 19. These abutments are so constructed that their outer ends maintain a tight joint within the inner face of the cylinder, while their sides preserve a like joint with the sides of the cylinder, and as a further and separate improvement said abutments are constructed in the following manner: Each abutment consists of two plates whose combined thickness is about the thickness of the radial slot 18,while the width of these plates is a little less than the width of these slots. These plates are adapted to slide diagonally upon the other, so that when they are moved they serve to lengthen and widen the abutment. For this purpose about the center of the plates is a slot 20, and at one end of the slot on each IOO plate there isan inwardly-projecting finger 21 to enter the adjacent end of the slot on the other plate, as shown in Figs. 8 and 9. The -inner ends of these fingers 21 are preferably provided with projections 22 to receive the ends of a spring 23, adapted to exert an outward pressure upon the plates, so that there is a constant tension to separate the same. These plates slide freely within the slot 18, and to reduce the friction between the parts antifriction-rollers 24 are placed in the sides of the slots, as shown in Fig. 2. The ends of the plates .are provided with a suitable packing to maintain a tight joint, and it will be obvious that as the pistons revolve the ends of the plate will serve to maintain a close joint with the inner faces of the cylinder, one end' of the abutment passing inwardly, while the other end passes outwardly to conform to the distance between the center of the piston and the inner face of the cylinder as the piston revolves. To further maintain this close joint between the abutment and the cylinder, the inner face of the cylinder is lune-shaped-that is to say, its horizontal diameter is greater than its vertical diameter.

The lower cylinder 6 is provided with an inlet-port 25 on one side of its point of contact with its piston and an outlet-port 26 on the opposite side of said point of contact. This outlet-port 26 communicates by passages 27 with the inlet-port 28 of the upper cylinder 5, situated on one side of its point of contact with its piston, while the exhaust-port 29 from this upper cylinder 5 is situated on the opposite side of its point of contact. In this way it will be seen that the compressed air first acts upon the piston of the lower cylinder and then before exhausting acts upon the piston of the upper cylinder. The pistons are geared together by means of a gear-wheel 30 on the lower shaft 9 and a gear-pinion 31 on the upper shaft 8, the ratio between said gear wheel and pinion being such that a rotation of the lower shaft is equal to four rotations of the upper shaft, and in this way it will be seen that the upper cylinder exhausts four times from thelower cylinder during one revolution of the latter, thereby serving to reduce the back pressure on the abutments of the lower cylinder. The inlet-port 25 for the lower cylinder consists of a plurality of openings in the ring of said cylinder, which communicate with the chamber 32 in said ring and in the block 3, which itself communicates by means of a valve-passage 33 with the source for supplying the propelling medium. The outletport 26 and intermediate passages 27 consist of grooves or channels 34 in the inner faces of the-upright side plates 1 and 2, as clearly shown in Fig. 5. The lower end portion of the passage or channel 34 provides the outletport for the air-chamber 13, while the upper end of this passage or channel 34 communicates with the ports 28, which are cut partially in the inner face of the cylinder 5. The exhaust-port 29 for the upper cylinder is of much greater area than the inlet-port to provide for an efficient exhaust to reduce to a minimum the back pressure, and consists of a groove or passage 35 in the inner faces of the side plates,which communicates with a chamber 36 in the ring 5, as well as a plurality of openings 37 in the inner face of the cylinder, communicating also with said chamber 36. The said chamber 36 communicates with an eXhaust-passage-38.

The passage 33 for supplying the compressed air 'is controlled by a valve 39, and the said valve 39 is geared to and controlled by a governor operated by the motor. said governor is constructed in the following manner: The upper shaft 8 is provided at its outer end with a balance or fiy wheel 40, having an inwardly-projecting iiange or rim 4l, while upon the spokes 42 are pivoted the governor-arrns 43, to be held at the inner limit of their movement by a spring 44. The arms 43 are geared between the spokes of the wheel and guide-rods 45. Pivoted to the governorarms 43, and preferably to a swiveled head 46 upon said arms, are the links 47 that are pivoted at their inner ends to a sliding collar 48 upon the extended bearing 7 of the side plate. The sliding collar 48 is grooved to receive the ends of a friction-lever 49, the other end of this friction -lever being connected with a gear-segment 50, which intermeshes with a gear-segment 5l upon the stem of the valve 39. In this way it will be seen that the rotation of the shaft 8 controls the amount of compresscd'air admitted to the lower cylinder.

The herein-described motor operates in the following manner: The air enters the lower cylinder through the port 25 and, acting upon the abutment, causes the piston to rotate. When this end of the abutment reaches the beginning of the outlet-port 26, the opposite end of this abutment has just passed by the inlet-port 25 and is receiving the full'force of a new charge of compressed air. The space between the ends of the abutment within the chamber 13 is consequently filled with condensed air, and as the piston revolves and the end of the abutment passes by the outletport 26 this condensed air passes into the intermediate passages 24 and into the upper cylinder 5 and acts against the abutment of the piston in this cylinder. As above pointed out, the upper piston has four revolutions to one of the lower piston, and it is obvious that it receives four impulses from the condensed air in the lower cylinder, so that the piston in the upper cylinder carries off and utilizes four volumes of the compressed air, thereby minimizing the back pressure on the abutments in the lower chamber, whereby the full force of the compressed air admitted to the lower chamber is utilized. It will be further noted that thev power generated in the upper chamber is conveyed through the gearing de- The IOO

IIO

scribed to the shaft of the lower chamber, while the ultimate power derived from the motor is increased, besides a material saving in the amount of air used, and in this connection it will be seen that the difference in size between the gear-pinion and the gearwheel gives the pinion a leverage upon the gear-wheel. The action of the governor will be obvious and will regulate the amount of air according to the manner in which it is lirst sent, so that as the resistance varies the governor, by controlling the amount of air admitted, serves to cause the motor to move slightly and without Waste of air.

W'e claim as our inventionl. In a motor, a primary cylinder having a rotatable piston and abutments, an inlet-port, an outlet-port, a secondary cylinder having a rotatable piston and abutments, gearing between said pistons to cause the piston of the secondary cylinder to revolve at a greater rate of speed than the piston of the primary cylinder, an inlet-port for said secondary cylinder communicating with the outlet-port of the primary cylinder, and an exhaust-port for said secondary cylinder, substantially as described. p

2. In a motor, the primary cylinder having a rotatable piston, inlet and outlet ports for said primary cylinder, a secondary cylinder having an inlet-port communicating with the outlet-port of the primary cylinder, an eX- haust-port for said secondary cylinder, a rotatable piston Within said secondary cylinder, gearing between the pistons of the primary and secondary cylinders to cause the piston of the secondary cylinder to rotate at a higher rate of speed, and a governor mounted upon the shaft of the piston of the secondary cylinder and connected with a valve controlling the inlet-port of the primary cylinder, substantially as described.

In testimony whereof we have signed this specification in the presence of two subscribing witnesses.

FRANKLIN D. MOORE. HARVEY L. WOODLE. Witnesses:

A. L. KEPLINGER, ELDoN LOWE. 

